Long track mountain snowmobile and track therefor

ABSTRACT

A novel mountain snowmobile comprises a frame, an engine disposed on the frame, at least one ski disposed on the frame, a seat disposed on the frame, a steering device disposed on the frame forward of the seat that is operatively connected to the at least one ski for steering the snowmobile, and a novel long length drive track disposed below the frame and connected operatively to the engine for propulsion of the snowmobile. The novel drive track comprises an endless body having a ground-engaging outer surface with a central portion flanked by first and second lateral portions, a plurality of longitudinally spaced reinforcing rods disposed in the body along a transverse direction of the body. The rods define a plurality of pitches, and a plurality of profiles project from the outer surface of the body along the plurality of pitches. A plurality of non-profile regions is defined along the plurality of pitches, and the profiles and profile-free regions define a pattern for each pitch. The pitch pattern for the novel track has a six pitch tread pattern which repeats every successive sixsomes of pitches. A height profile that varies between the first and second lateral portions is defined by the profiles. Such height profile has each profile with a height of not less than about 1¼ inches. The long length track has a length greater than about 141 inches.

This application is a Continuation of U.S. application Ser. No. 10/846,567 filed on May 17, 2004, which is itself a Continuation of U.S. application Ser. No. 10/259,314 filed on Sep. 30, 2002 which is itself a Continuation of U.S. application Ser. No. 09/701,045, filed Nov. 22, 2000, now U.S. Pat. No. 6,510,913. U.S. application Ser. No. 09/701,045 is the national phase of International Application PCT/US00/03401, filed Feb. 11, 2000, which designated the United States. This application also claims priority to U.S. Application 60/181,562, filed Feb. 10, 2000, now abandoned. The entire contents of these applications are herein incorporated by reference.

BACKGROUND OF THE INVENTION

1 . Field of the Invention

This invention relates to a snowmobile with a long track designed to provide improved traction and smoother ride in light or powder snow. Further, the present invention concerns a new tread pattern of a snowmobile drive track wherein, among others, the track provides superior flotation and traction while maintaining an acceptable degree of maneuverability compared to the conventional track tread patterns in light or powder snow.

2. Description of Related Art

Given the popularity of snowmobiles nowadays, snowmobile manufacturers are offering increasingly diverse choices of snowmobiles adapted for use in different environments. Examples of various categories of snowmobiles include, inter alia, high-performance snowmobiles, touring snowmobiles, utility snowmobiles, and mountain snowmobiles. The mountain snowmobiles, in particular, are designed to meet the unique demands required by the driving conditions in both the mountains and the trails. Such driving conditions include climbing hills, maneuvering sharp turns around trees, and riding on deep powder snow.

Hill climbing refers to driving a snowmobile up the slopes of the mountains. This task requires that the track of the sled to provide greater traction than as would be provided by the tracks for flatland snowmobiles. More specifically, when climbing hills or sidehilling, the mountain sled is driven in a crisscrossing fashion, substantially upwardly in diagonal directions of the hills, intermittently reversing the lateral direction of the travel. During this operation, the weight of the sled plus the driver is shifted substantially from one lateral side to another, and the sled may be operating substantially leaning on one side. Such sidehilling maneuvers require the snow engaging lugs of both lateral sides of the track to provide substantially more traction than the flatland counterparts. To provide more traction force than the flatland snowmobiles, the mountain snowmobiles typically use longer tracks which have snow engaging lugs with higher heights. Accordingly, where the typical height of the snow engaging lugs for the tracks of flatland snowmobiles is less than about 1 inches, the height of the snow engaging lugs for the mountain snowmobiles is greater than about 1¼ inches, preferably in the range of about 1¾ inches to 2 inches.

Acceptable maneuverability of the snowmobiles during sharp turns is another key ingredient of a mountain snowmobile. Driving the snowmobiles in the mountains frequently requires making turns, particularly in heavily wooded areas, and the mountain snowmobiles should be designed to maintain the steerability of the sleds. While the increased traction force provided by the tracks with higher heights of the snow engaging lugs and the longer nominal length provides improved traction in hill climbing, such tracks tend to propel or “push” the sleds too much, thereby overwhelming the mountain snowmobile's steerability. One skilled in the art describes this excessive “pushing” as the sled being “too wheely” or having too “much rubber.”

One way the industry has attempted to deal with the concerns over pushing is by providing narrower ski stance for mountain snowmobiles than flatland snowmobiles, since narrowing ski stance generally tends to enhance the steerability of the sleds. Accordingly, a typical mountain sled is equipped with skis whose ski stance is in a range of about 37 inches to 39 inches, compared to the range of about 40 to 43 inches in the typical flatland snowmobiles.

Finally, flotation refers to the ability of the snowmobiles to stay “afloat” the terrain comprising mainly of fresh powdery snow. In contrast to the flatland trails where there is typically light snow on the ground, in the mountains, there may be hills and terrain which may be covered by as much as 5 to 6 feet of powdery snow. The design of the mountain snowmobiles must provide sufficient flotation on the powder snow as the sled is being driven on such hills and terrain. Typically, the floatability of a snowmobile is a function of many factors that includes the overall weight of the sleds and the overall surface area of the track contacting the snow surface.

Thus, conventional mountain sleds utilize “regular” tracks. having a length of 136 inches to provide more snow contacting surface in comparison to the flatland sleds which generally favor the use of “short” tracks having a length of 121 inches. One notable exception of a flatland snowmobile having a track length greater than the 121 inch short track length is the utility snowmobile which may have a track longer than 136 inches, 156 inches for example. One of the key differences between a mountain snowmobile and a utility snowmobile, of course, lies in the height of the snow engaging lugs, which is substantially greater in tracks for the mountain sleds.

Notwithstanding the foregoing, many in the industry, until recently, used to hold the view that apart from the differences in the ski stance and the track length, the mountain snowmobiles are little different from the flatland snowmobiles. In the last few years, however, snowmobile manufacturers have devoted considerable attention to the mountain snowmobiles to satisfy the special requirements for use in the mountains.

There are several dimensional features of mountain snowmobiles that have been, by in large, constant and unchanging due to the requirements imposed by the specific driving conditions in the mountain applications. One of such dimensions is the aforementioned ski stance which is typically in a range of about 37 inches to 39 inches. Another of such dimensions is the length of the tracks for the mountain snowmobiles, which has been fixed at length of 136 inches. All mountain snowmobile made available by the snowmobile manufacturers heretofore have been made to use tracks having a length of 136 inches and no greater. If the end users wanted more traction or more snow contracting track surface, they needed to purchase an aftermarket track having a length of 141 inches and install using a bracket kit to accommodate the added length of 5 inches in the track.

The industry's adherence to a fixed track length of 136 inches reflects the magnitude of its concerns over “pushing.” Although greater traction and better flotation may have been achievable by lengthening the track length, those skilled in the art, however, have been reluctant to increase the length of the tracks for the snowmobiles. Many in the industry have been openly skeptical about whether mountain sleds having a track with a longer length than the industry standard 136 inches would properly function in mountain applications which also require an effective, satisfactory maneuverability. Such skepticism seemingly commanded much support from those skilled in the art, particularly in light of the fact that the snow engaging lugs have a height of about 1¼ to 2 inches. Although these gnarly lugs provide the necessary traction force to climb hills or to keep the sled moving in the deep powder snow, they run the risk of providing too great a traction force. The prevalent view in the industry was that the extra snow engaging lugs in combination with the increased track length would produce too much traction force and that the mountain sled would begin to loose steerability to negotiate around turns, because such “long length” tracks would push the mountain sled too much.

Largely because these concerns over “pushing” and “turning out,” one skilled in the art could not and did not change the length of the track, despite potential superior performance of the longer tracks in hill climbing capabilities and flotation. Indeed, such proclivity of the industry is evidenced by the fact that no major commercial manufacturer known to the applicants has made available a mountain snowmobile having a track whose length is greater than 136 inches. Further, even in the aftermarket, no track for mountain snowmobiles has a length greater than 141 inches prior to the present invention.

In efforts to improve upon the currently available mountain snowmobiles, the inventors desired to provide a track whose length is greater than the standard 136 inches and the 141 inches available in the aftermarket. While many in the industry have remained skeptical about using long tracks in mountain snowmobiles, the inventors determined that one of the avenues which could overcome the challenges of using the long tracks in mountain snowmobiles is to improve the tread patterns of the tracks. In particular, the inventors of the present invention focused on the relationship between the tread patterns and the nominal length of the tracks with respect to traction, maneuverability, and flotation.

As would be understood by one skilled in the art, a pitch is a traverse row along reinforcing means provided in the track. A particular arrangements of lugs on a pitch is defined herein as a pitch pattern. An arrangement of pitch patterns over a predetermined number of successive pitches is defined herein as a tread pattern, which repeated identically on the track on successive pitches. The arrangement of the tread patterns over the entire longitudinal length of the track is defined as a track pattern.

Significant research efforts have been devoted to improving and optimizing the characteristics of the tracks for snowmobiles, examples of which include: tread patterns disclosed in U.S. Pat. No. 5,713,645 to Thompson et al., and the tread pattern shown in FIG. 12, manufactured by Camoplast Inc. of Sherbrooke, Canada, Track Number 570-2109 and marketed by Bombardier Inc. of Montreal Canada as the track for a snowmobile under the trademark SKI-DOO, model 2000 Summit 700, model year 1999, shown in FIG. 11. While these noted examples provide effective traction and control of the snowmobile in many applications, the inventors of the present invention have found that still further improvements can be made in optimizing and improving the performance of the tracks, in particular for tracks for use on light or powder snow.

With the existing track profile configurations, when the snowmobile is operating on soft or powder snow, when there is increased traction force, the tracks may tend to simply dig a hole in the snow rather than propelling the sled in the driving direction. That is, given the state of the modern day high powered snowmobiles, under certain circumstances, the tracks with the existing track patterns would provide too much traction force vis-a-vis the steerability of the sleds, i.e., “too much rubber.” The most clear example of this shortcoming of the existing track configurations is evident when one attempts to use a long length track in a mountain snowmobile with the conventional track pattern.

As discussed earlier, mountain snowmobiles require the height of the lugs formed on the exterior surface of the track to be at least about 1¼ inches. The current trend is to provide 2-inch or 1¾ inch lugs for tracks for premium quality mountain snowmobiles. At the same time, when the inventors attempted increasing the traction force provided to the snowmobile by lengthening the nominal length of the track from the regular length of 136 inches to 151 inches, the traction force became too large for the snowmobile to maintain its steerability. Thus the requisite maneuverability of the snowmobile necessary in negotiating turns in the mountains was lost.

Thus, the inventors sought a novel track pattern which can advantageously improve the performance of a snowmobile on powder snow. This novel track would also enable the inventors to provide a mountain snowmobile having a long track whose length is greater than 136 inches, which is what the snowmobile manufacturers use, and also greater than 141 inches, which is what aftermarket track manufacturers make available. In that process, the inventors have further found that the novel track pattern surprisingly provides better track performance not only in the mountain snowmobiles, but also other types of snowmobiles, such as flatland snowmobiles.

SUMMARY OF THE INVENTION

Therefore, an object of the present invention is to provide a mountain snowmobile with a track having a length of greater than 141 inches. Another object of the present invention to provide a novel track for a snowmobile with improved track performance characteristics, such as traction, control and flotation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a side perspective view of a mountain snowmobile in the prior art, manufactured by Bombardier Inc. of Montreal Canada under the trademark SKI-DOO, model Summit 700, model year 1999;

FIG. 1B is a top view of the mountain mobile shown in FIG. 1A;

FIG. 2A is a side perspective view of an embodiment of a snowmobile in accordance with the present invention;

FIG. 2B is a top view of the mountain mobile shown in FIG. 2A;

FIG. 3 is a top perspective view of a portion of a snowmobile track illustrating a tread pattern in accordance with the present invention;

FIG. 4 is a side view of the portion of a snowmobile track illustrated in FIG. 3, taken along line IV-IV, viewed in the longitudinal direction of the track, wherein only the first pitch is illustrated;

FIG. 5A is a sectional view of one of the projecting profiles of the portion of a snowmobile track illustrated in FIG. 3, taken along line V-V, viewed in the transverse direction of the portion of a track illustrated in FIG. 3;

FIG. 5B is a sectional view of an exemplary projecting profile similar to one shown in FIG. 5A except that the profile in FIG. 5B is provided with a metal clip for engagement with the driving means of the snowmobile.

FIG. 6 is a sectioned view of the portion of a snowmobile track illustrated in FIG. 3, taken along line VI-VI, viewed in the transverse direction of the track;

FIG. 7 is an isometric view of the portion of a snowmobile track illustrated in FIG. 3;

FIG. 8 is a partially sectioned side view comparing a suspension system, frame, tunnel, and tunnel extension of the mountain snowmobile illustrated in FIG. 2A with the a suspension system, frame, and tunnel of the snowmobile illustrated in FIG. 1A;

FIG. 9A is a partially sectioned side view comparing a suspension system, frame, tunnel, and tunnel extension of the snowmobile according to the present invention illustrated in FIG. 2A;

FIG. 9B is a partially sectioned side view comparing a suspension system, frame and tunnel of a snowmobile in the prior art illustrated in FIG. 1A;

FIG. 10A is an isometric view of the tunnel with the tunnel extension in accordance with an aspect of the present invention;

FIG. 10B is another isometric view of the tunnel with the tunnel extension illustrated in FIG. 10A viewed from another angle;

FIG. 11 is a perspective view of a portion of a snowmobile track bearing a tread pattern in the prior art; and

FIG. 12 is a perspective view of a portion of a snowmobile track bearing another tread pattern in the prior art.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Throughout the description of the various embodiments of the present invention, reference will be made to various elements, the construction of which is readily known to those skilled in the art. Accordingly, an exhaustive description of each and every component is not provided, only a description of those elements required for an understanding of the present invention.

FIGS. 1A and 1B illustrate a prior art mountain snowmobile 10 (that sold by Bombardier Inc. of Montreal, Canada, under the trademark SKI-DOO, model Summit 700, model year 1999), which has a forward end 11 and a rearward end 13 (that are defined consistently with the travel direction of the vehicle). The conventional snowmobile 10 includes a body 12 (i.e., the exterior upper portions) and a frame 14. While not shown in FIG. 1, an engine is carried by frame 14 at its forward end. In addition, two skis 16 are attached to the forward end of frame 14 through a front suspension system 18. A drive track 20 is disposed under frame 14 and is connected operatively to the engine for propulsion of the vehicle about a rear suspension system. The length of the drive track 20 for the conventional mountain snowmobile illustrated in FIG. 1 is about 136 inches.

At the front of frame 14, snowmobile 10 includes fairings 22 that enclose the engine to protect it and to provide a external shell that can be decorated so that the snowmobile is aesthetically pleasing. Typically, the fairings 22 comprise a hood and a bottom pad (neither of which have been individually identified in the Figures). A windshield 24 may be connected to fairings 22 near the forward end 11 of snowmobile 10. Windshield 24 acts as a windscreen to lessen the force of the air on a rider when snowmobile 10 is moving.

A seat 28 extends from rearward end 13 of snowmobile 10 to the fairings 22. A steering device 32, such as a handlebar, is positioned forward of a rider and behind the engine. Two footrests 34 are positioned on either side of seat 28 to accommodate the rider's feet.

An embodiment of a snowmobile 110 embodying all aspects of the present invention is illustrated in FIGS. 2A and 2B. It should be noted that the snowmobile of FIGS. 2A and 2B is an embodiment intended to illustrate all aspects of the present invention and is not provided for the purposes of limiting the scope of the present invention to the snowmobiles having exactly all the components of the snowmobile illustrated in FIGS. 2A and 2B. For example, a snowmobile lacking one of the elements of the snowmobile shown in FIGS. 2A and 2B, such as the tunnel extension 406 described more fully below, still can be in accordance with another aspect of the present invention, such as the track pattern described more fully below.

The parts common to the snowmobiles shown in FIGS. 1A, 1B, 2A and 2B, have been designated with same reference numerals with the parts belonging to an embodiment of the snowmobile. The parts of the snowmobile in FIGS. 2A and 2B different than the parts of the snowmobile in FIGS. 1A and 1B are detailed in the following description of the invention, and no other material modifications are contemplated.

Preferably, the snowmobile shown in FIGS. 2A and 2B has a 700 cc engine, and the inventors prefer a cylinder-reed-induction Series 3 Rotax twin engine, traded under the trademark Rotax Engine Type 693 by Bombardier Inc. of Canada. Further, the platform for the snowmobile shown in FIGS. 2A and 2B is preferably a lightweight chassis that provides lower and rearward engine mounting, more preferably a chassis marketed under the trade name of ZX Chassis manufactured by and available from Bombardier Inc. of Canada. The ski stance of the inventors' preferred embodiment is 37 inches.

A. A Mountain Snowmobile With a Long Length Track

In accordance with an aspect of this invention, a preferred embodiment of a mountain snowmobile illustrated in FIGS. 2A and 2B has a track 320 whose length is 151 inches. Previously, available mountain snowmobiles all used a track whose length was no greater than 141 inches, by the virtue of the 136 inch mountain snowmobiles available from the manufacturers and 141 inch track for mountain snowmobiles available in the aftermarket. Thus, the present invention advantageously provides a mountain snowmobile with a track having a length greater than 136 inches as well as greater than 141 inches. Preferably, the mountain snowmobile in accordance with the present invention has a track length of 151 inches. A track length is defined as the circumferential length of the endless body of the track.

A track for a mountain snowmobile is distinguishable from tracks for snowmobiles of other categories in that the height of the profiles is greater than 1¼ inches, preferably between about 1¼ and 2 inches. More preferably, the height of the profiles is between about 1¾ inches and 2 inches.

With the increased track length, there is a greater track surface to contact powder snow and thus, the flotation of the snowmobile is greatly enhanced in comparison with the previously available mountain snowmobiles. Further, with the added track length, the mountain snowmobile in accordance with present invention provides greater traction. At the same time, with a unique and novel track design, the present invention provides an acceptable degree of steerability despite increased track length, contrary to the conventional wisdom of many in the industry.

The preferred embodiment shown in FIG. 2 has a sixty pitch track. In the prior art, the snowmobile tracks have had 54 pitches for the 136″ tracks and 56 pitches for the 141″ tracks. The 151″ track of the preferred embodiment of the present invention accommodates sixty pitches. A sixty pitch track can advantageously accommodate 10 six-pitch tread patterns, 15 four pitch tread patters, 20 three-pitch tread patterns, or 30 dual pitch tread patterns—thus any multiples of the traditional, the dual, or three-pitch tread patterns. In the preferred embodiment, a six-pitch tread pattern is used to optimize the track performance characteristics, as discussed more fully later. Because sixty pitches can accommodate multiples of both dual and three-pitch tread patterns, the 151 inch track of the preferred embodiment offers more flexibility in the track design than the 141 or 144 inch tracks. Further, because the width of the tracks for mountain snowmobiles is typically 15 inches, the 151 inch track can also be expressed as having a nominal length to a nominal width ratio of about 10.067, whereas the conventional 136 inch track has the length to width ratio of about 9.067 and the 141 inch track has the length to width ratio of about 9.400.

Although the preferred embodiment provides a mountain snowmobile having a sixty pitch track or a 151 inch track length, it is emphasized that the present invention is not limited thereto. For example, the invention should be broadly construed to include tracks for mountain snowmobile applications, (i.e. having a lug height of greater than 1¼ inches), having a track length greater than the conventional 136 or 141 inches, specifically including the 144 inch tracks. The 141 inch track is a 56 pitch track with the length to width ratio of about 9.40. The 144 inch track is a 57 pitch track with the length to width ratio of about 9.60. The principles of the present invention in providing a mountain snowmobile with a 151 inch track can be applied to mountain sleds with tracks with lengths greater than 141 inches including 144 inches.

It should be further noted that 136 inches, 141 inches, 144 inches and 151 inches in describing the track length are not absolute exact measurement, but rather there are negligible deviations in the measurements. For example, the 151 inch track is actually closer to 151.2 inches.

B. Track Profile

In FIG. 3, a portion of the track illustrated in FIG. 2A is illustrated. The track 320 is fabricated as a molding of fabric reinforced natural or synthetic rubber. The track is made from ply rubber in the preferred embodiment. Embedded in the molded rubber body 321 is a plurality of disposed reinforcing rods 328 (see FIG. 5A), each of which extend transversely substantially covering the entire width of the track. As illustrated in FIG. 4, the embedded reinforcing rods 328 are embedded in the body with a regular spacing in longitudinally extending rows. In the preferred embodiment, between two successive longitudinally extending rows is about 2.52 inches. Each horizontally extending reinforcing rod embedded area defines a pitch.

FIGS. 5A and 5B illustrate how the reinforcing rod 328 is embedded in relation to the projecting profile 344 e and the inner lug 318, the relationship between which is conventional and well known in the art. By virtue of its construction, the rubber body 321 is flexible in its longitudinal direction, and it is stiffened in the transverse direction by the series of regularly spaced reinforcing rods 328 that extend along substantially the entire width of the track, preferably extending along the entire width of the track. The thickness of the track is locally increased in the region of the reinforcing rod embedded area 329 as is evident in FIGS. 5A, 5B and 6. The track body 321 has two longitudinally extending areas corresponding to the sprocket engaging areas 323 a, 323 b of the track, as shown in FIGS. 3 and 7. On every third pitch, the reinforcing rod receiving areas 329 along the sprocket engaging areas 323 a, 323 b are preferably reinforced by metal clips 330 of generally C-shaped profile. The ends 330 a of the metal clips 330 are clinched into the outer side of the track whereas the central portion 330 b lie flat against the interior side of the track body 321 and form bearing means for engagement with the slide rails of the slide suspension, as is well understood in the art.

The outer side of the tracks has a pattern of projecting lugs, integrally formed thereon. The lugs are also referred to as profiles, paddles or ribs, and therefore, these terms will be used interchangeably hereinafter in this application. The profiles are made of fabric reinforced natural or synthetic rubber. The durometer of the compound for the outside cover of the track body 321 may range between about 60° and 80°. The durometer for the compound for the inside cover of the track body 321 and the lugs is about 80 durometer.

The profiles are discussed in further detail with reference to FIG. 3. In general, however, the profiles are provided on the reinforcing rod embedded areas 329 defined on the endless body 321. The presence and absence of the profiles along the transverse direction of a pitch define a pitch pattern for that pitch. The profile pattern formed by a particular arrangement of successive pitch patterns that repeats identically on over the successive pitches defines a tread pattern. The tread pattern is repeated identically on successive pitches on the endless track body. The repeated tread patterns in the successive pitches along the substantial length of the track defines the track profile pattern, also referred to as track pattern herein.

Conventionally, tread patterns based on two pitches or three-pitches have been used in the tracks for snowmobiles. A tread pattern formed based on the repetition of the pitch patterns of two successive pitches is called a dual pitch tread. pattern. A tread pattern formed based on the repetition of the pitch patterns of three successive pitches is called a three-pitch tread pattern. For clarification, it is noted that the tread pattern is characterized and defined by the lowest number of the successive pitches comprising the pattern which repeats itself. For example, it can be argued that a set of twelve successive pitches, which is formed by four sets of the three-pitch tread patterns, has a six-pitch tread pattern. Such argument would be contrary to the definition herein. Because the lowest number of successive pitches forming a pattern which repeated itself on successive pitches is three, the proper characterization of the tread pattern in this example is a three-pitch tread pattern, and not a six-pitch tread pattern. The definition of tread pattern provided and illustrated herein shall be applicable to the appended claims also.

The preferred embodiment illustrated in FIG. 3 has a six-pitch tread pattern, i.e., a tread pattern formed based on the repetition of the pitch patterns of six successive pitches. To facilitate the discussion of the preferred embodiment illustrated in FIG. 3, it is helpful to describe the locations of the profiles along the longitudinal and transverse directions of the track 320. Along the longitudinal direction of the track 320, there are illustrated six-pitches: a first pitch 331, a second pitch 332, a third pitch 333, a fourth pitch 334, a fifth pitch 335, and a sixth pitch 336. Along the transverse direction of the track 320, the track 320 is divided roughly into five lateral portions for discussion purposes: a left outer lateral portion A, a left inner lateral portion B, a central portion C, a right inner lateral portion D, and a right outer lateral portion E. Thus, in the six-pitch tread pattern illustrated in FIG. 3 comprises the following profiles:

the first pitch 331 has profiles 341 a and 341 d;

the second pitch 332 has profiles 342 b and 342 e;

the third pitch 333 has profiles 343 a and 343 c;

the fourth pitch 334 has profiles 344 b and 344 e;

the fifth pitch 335 has profiles 345 a and 345 d; and

the six-pitch 336 has profiles 346 c and 346 e.

Likewise, the profile-free regions can be designated as follows:

the first pitch 331 has profile-free regions 341 b, 341 c and 341 e;

the second pitch 332 has profile-free regions 342 a, 342 c and 342 d;

the third pitch 333 has profile-free regions 343 b, 343 d and 343 e;

the fourth pitch 334 has profile-free regions 344 a, 344 c and 344 d;

the fifth pitch 335 has profile-free regions 345 b, 345 c and 345 e; and

the six-pitch 336 has profile-free regions 346 a, 346 b and 346 d.

It should be understood from FIG. 3 that the numerical designation is for discussion purposes only. Having common designation of the location along the traverse direction of the track does not indicate that they are identical in shape and the precise location. For example, the shapes and the locations of the profile 343 c and the profile 346 c along the longitudinal direction are not exactly the same although they are both designated as being disposed in the central portion C. Further, it is worth stressing in the beginning of the discussion of the tread pattern shown in FIG. 3 that the tread pattern shown in the FIGS. 3-7 is meant to be illustrative of the inventive concepts of the present invention, and not to limit the scope of the invention by providing a detailed description of the preferred embodiment of the inventors. For example, the locations, shapes and the number of the profiles on each pitch can be varied easily without departing from the spirit of the present invention.

The following observations are made regarding the tread pattern and the profiles illustrated in FIGS. 3 and 7:

-   -   1. There is no “open window,” defined and discussed below,         extending in the longitudinal direction. In other words, when a         tread pattern is viewed in the longitudinal direction, (as is         seen in FIG. 4), no profile-free area extends all the way to the         next tread pattern. Thus, there is no profile free area along         the entire width of the track;     -   2. The paddles or lugs on the outer lateral portions A and E of         the track are provided in a “staggered” relationship in the         longitudinal direction, wherein only one paddle is provided         every other pitch on each of the outer lateral portions A and E.     -   3. The thread pattern of the track illustrated in FIG. 3 is a         six-pitch pattern, which is the inventors' preferred tread         pattern in the preferred sixty-pitch track;     -   4. The profiles along the width of the track have different         heights, such as in the preferred embodiment which shows that         the height of the portions of the profiles just inside of the         two sprocket engaging areas 323 a and 323 b is lower than the         height of the portions of the profiles outside of the two         sprocket engaging areas 323 a and 323 b;     -   5. Each of the profiles immediately adjacent to and inside the         sprocket engaging areas 323 a and 323 b have two portions have a         different height than the others and are disposed with a slanted         step-down area therebetween. For example, as shown in FIG. 4,         the profile 341 d has a higher portion 364 and a lower portion         366 with a slanted step-down area 362. The higher portion 364         has a height of preferably 2 inches, and the lower portion 366         has a height of preferably 1¾ inches. There is provided a tower         portion 368 in the higher portion 364 immediately before the         step-down area 362. At the lateral ends of some profiles, there         are provided slopes extending from the track body surface to the         upper edge surface of the profiles. For example, the profile 341         d has a slope 370 extending from the upper edge surface 372 of         the profile 341 d down to the track body surface 321; and     -   6. The profiles in the central portion C of the track are         provided every third pitch, and are slightly offset from the         center.         The above list of observations is not an exhaustive list and         therefore should not be viewed as excluding other features of         the present invention illustrated in FIGS. 3, 4 and 7.

We discuss the above noted observations with respect to various aspects of the present invention in turn. First, although there are profile-free regions in each pitch, there is no continuous line of profile-free areas in the longitudinal direction of the track. As would be 10 appreciated by one skilled in the art, it is desirable that absent a compelling reason, paddles within a tread pattern leave no profile-free regions along the entire width of the track. If such an “open window” in the track exists when viewed in the longitudinal direction of the track, the snow is not cleared from under the track by any of the profiles. The snow left along the track line lifts the aft end of the snowmobile, creating a bobbing action, and ultimately an unstable rough ride of the snowmobile.

Thus, viewed in the longitudinal direction, a plurality of profiles along the pitches of the track should completely cover the transverse width of the track. For example, in FIG. 3, in a view taken from line IV-IV, any portions of the first pitch 331 that are the profile-free regions 341 b and 341 e have profile in other pitches further down in the longitudinal direction, the profile 342 b. 342 e for example. In the preferred embodiment, an entire width of the track is covered in the transverse direction by the profiles from at most three successive pitches. In the example above, all areas of the profile-free regions 341 b and 341 e of the first pitch 331 are compensated with the profiles 342 b and 342 e from the second pitch 332. In another example from FIG. 3, all areas of the profile free regions 342 a and 342 d of the second pitch 332 are compensated by the profiles 343 a and 343 c of the third pitch 333 and the profile 345 d of the fourth pitch 334.

In another aspect of the present invention, every profile in one pitch in the outer lateral portions A and E is followed by a profile-free region in the very next pitch in the longitudinal direction. Thus, there is one profile every other pitch along the longitudinal direction in the outer lateral portions A and E of the track. This is defined herein as a staggered relationship. For example, the profile 341 a in the first pitch 331 is followed by the profile-free region 342 a in the second pitch 332, which is in turn followed by the profile 343 a in the third pitch 333. Likewise, the profile-free region 341 e in the first pitch 331 is followed by the profile 342 e in the second pitch 332, which is in turn followed by the profile-free region 343 e in the third pitch 333. This one profile every other pitch along the outer lateral portions of the track is repeatedly preferably throughout the track.

The one profile per every other pitch arrangement in the longitudinal direction advantageously provides a better distribution of load per profile, in comparison with a tread pattern which places profiles in successive pitches in the longitudinal direction. For example, in the tread pattern shown in FIG. 11, there are substantially overlapping profiles in the longitudinal direction. For example, about 50% of the profile 541 a of the first pitch 531 is overlapped in the longitudinal direction by the profile 542 b of the second pitch 532. As another example, 100% of the profiles 543 a and 543 e in the third pitch 533 of the tread pattern shown in FIG. 11, are in line with, and therefore overlap, the profiles 544 a and 544 e of the fourth pitch 534.

When two paddles are provided in successive pitches along the longitudinal direction, the second of the paddle becomes “unloaded” because there is less snow for it to grip. In such case, the load on the second paddle located right after the first paddle in the longitudinal direction is substantially less than the first paddle in the tracking direction. Hence, there is a inefficiency associated with the latter paddle placed in a consecutive sequence. Had the second paddle been provided more snow to engage, it would have contributed more to the traction provided by the track.

In contrast, when only one profile is provided in every other pitch in the longitudinal direction, the load on the two paddles, spaced apart by two pitches, tends to be substantially equal, thereby resulting in more balanced loads per paddle. Further, because each paddle is allowed to grip more evenly distributed snow, more traction force can be generated. Thus, by wasting less of the track driving force, the present invention advantageously provides better traction force.

For the mountain snowmobiles, the sled often performs “sidehilling,” during which the sled climbs a hill by making a plurality of diagonally upward zigzag moves. During sidehilling, one lateral side of the track contacts more of the snow surface than the other due to the angle of the sled's contact with the sidehill and the consequent weight transfer. Therefore, the profiles on the lateral ends in the transverse direction of the track are relied upon more heavily to provide traction. Obviously, any loss of traction abilities in the lateral portions should be avoided. The tread pattern illustrated in FIG. 3 in accordance with the present invention advantageously allows the profiles placed in the staggered relationship between pitches on the side portions of the tracks to perform betterby providing more traction.

In another aspect of the present invention, the tread pattern shown in FIG. 3 is a six-pitch tread pattern. The tread patterns available heretofore were either a three-pitch tread pattern or a dual pitch tread pattern. In the three-pitch tread pattern, three pitches define the tread pattern to be repeated identically on successive threesomes of pitches substantially throughout the length of the track, as shown in FIG. 11. In the dual pitch tread pattern, two pitches define the tread pattern to be repeated identically on successive twosomes of pitches substantially throughout the length of the track, as shown in FIG. 12. In contrast, the tread pattern of the present invention illustrated in FIG. 3 provides a six-pitch pattern, which repeats identically on successive sixsomes of pitches.

The track 320 of the preferred embodiment has sixty pitches and a track length of 151 inches. Although the inventors prefer the number of pitches in the track be a multiple of six, e.g., 60 pitches, the present invention is not limited thereto. For example, because the inventive aspects of the six-pitch track pattern illustrated in FIG. 3 provide what the inventors believe is optimum track performance for the requirements of mountain snowmobiling, one could even use multiples of six-pitches as much as possible and fill in the remaining pitches with any pitch patterns of the tread pattern. For example, if one were to opt for a track for mountain snowmobile having a length of 144 inches and 57 pitches, one can provide nine repetitions of the six-pitch tread patterns and provide the pitch patterns of the first three pitch patterns, e.g. pitch patterns of 331, 332, and 333.

The six-pitch tread pattern in accordance with the present invention is advantageous over the three-pitch pattern because the three-pitch pattern cannot accommodate the one paddle every other pitch in the longitudinal direction arrangement discussed above. If a tread pattern repeats after every three-pitches, there will be at least one pair of paddles per the three successive pitches that is lined up consecutively in the longitudinal direction, given design parameters of snowmobile tracks. The present invention, however, is able to accommodate the one paddle per every other pitch in the longitudinal direction arrangement as shown in FIG. 3.

Dual pitch tread patterns, on the other hand, can accommodate the one paddle per every other pitch in the longitudinal direction arrangement. However, the dual pitch tread patterns have inferior weight distribution than three-pitch tread patterns and the six-pitch tread pattern of the present invention. In short, the percentage of the weight of the profiles in each of the first and the second pitches are roughly 50% in the dual pitch tread pattern. The three-pitch tread pattern, on the other hand, can reduce the weight per profiles in each of the three-pitches to about 33%. Thus, the weight of the sled can be reduced substantially since the lug weight typically comprises about 75% of the total weight of the track. One skilled in the art would appreciate that it is highly desirable to make the snowmobile as light as possible within given design parameters.

This aspect is best explained by analyzing the weight of the paddles in any given three successive pitches. As mentioned earlier, an effective and efficient tread pattern design leaves no profile-free area over the entire transverse width of the track when viewed in the longitudinal direction. In the dual pitch tread pattern, the profiles over two pitches must provide the coverage for the entire transverse width of the track. In contrast, the three-pitch tread pattern has, by definition, three-pitches to provide enough profiles to cover the entire transverse width of the track. The optimum weight of the paddles required to cover the entire width of the track is the same, whether the paddles are in a two pitch tread pattern or in a three-pitch tread pattern, because the entire transverse width of a track can be covered using what would be equivalents to paddles that are all placed in one pitch.

For the purposes of comparison, the weight of the paddles necessary to cover the entire width of the track is assumed as 1.00 kg. It is further assumed that the profiles of the dual pitch pattern and the three-pitch pattern have been optimally arranged. Thus, in the dual pitch pattern, the entire width of the track is covered by the paddles over two pitches, collective weighing 1.00 kg. In the three-pitch pattern, the entire width of the track is covered by the paddles over three-pitches, collective weighing 1.00 kg. Therefore, when the weight of the optimally disposed paddles per pitch is calculated, the weight of the optimally disposed paddles per pitch in the dual pitch tread pattern is 0.50 kg, while the weight of the optimally disposed paddles per pitch in the three-pitch tread pattern is 0.33 kg. Thus, when comparing the weight of the optimally disposed paddles in the dual pitch tread pattern over the same number of pitches with the weight of the optimally disposed paddles per pitch in the three-pitch tread pattern, the weight of the paddles in the dual pitch pattern is 50% greater than that of the three-pitch system. For example, over the three-pitches, the weight of the optimally disposed paddles per pitch in the two-pitch tread pattern is 1.50 kg. In the three-pitch tread pattern, the weight of the optimally disposed paddles per pitch in the three-pitch tread pattern is 1.00 kg. Thus, the weight of the paddles in a track using optimally designed three-pitch pattern is ⅔ of the weight of the paddles in a track using optimally designed two-pitch pattern. One skilled in the art readily agree that the three-pitch tread pattern achieves better weight distribution than two-pitch tread patterns.

Returning to the six-pitch track profile of the present invention illustrated in FIG. 3, the tread pattern can be viewed as two three-pitch patterns whose second three-pitch pattern is an inverted image of the first. Thus, the advantages of the three-pitch patterns over the two-pitch pattern discussed above are equally applicable to the six-pitch tread pattern illustrated in FIG. 3. Further, the six-pitch pattern shown in FIG. 3 is more preferable to the three-pitch pattern because it allows the one paddle per every other pitch “staggered” relationship on the outer lateral portions of the track. The six-pitch tread pattern of the present invention is also preferable to the dual pitch tread patterns since it can achieve better weight distribution. In fact, quite surprisingly, the weight of the preferred embodiment of the track having a 151 inch length illustrated in FIG. 2A has about the same weight as the weight of the track with three-pitch pattern having a 136 inch length illustrated in FIG. 1A.

There are several other reasons for this improved result of the track of the present invention having the reduced weight per same unit of track length in the present invention. First, it is noted that the lugs have been provided in a six-pitch pattern optimizing their placement along the transverse direction. Using the advantages of the three-pitch pattern over the two-pitch pattern, the profile-free regions are compensated over three successive pitches, although on some occasion the compensation is completed in two successive pitches. Second, the staggered relationship of the lugs on the outer lateral portions of the track reduces the incidents of unloaded paddles stemming from lugs provided on successive pitches along the longitudinal direction. Thus, each paddle is relied upon for a more balanced load, and the profile pattern of the present invention eliminates the inefficiency associated with the unloaded paddles. Third, some paddles have slopes like the slope 370 of the profile 341 d shown FIG. 4. Because less mass is provided than having a block shaped paddle, the total weight of that paddle is reduced. Fourth, as discussed below, the height of the middle section of the track along the transverse direction is reduced and therefore weighs less.

Indeed, the tread pattern shown in FIGS. 3 and 4 has a further novel characteristic in that the height of the profiles of the track is not uniform throughout the track, as more clearly shown in shown in FIG. 4. Generally, in this “hybrid height” arrangement, the height of the profiles at the lateral ends of the track is higher than the height of the profiles at the center of the track, when viewed in the longitudinal direction. Preferably, the height of the profiles remain at the highest from the lateral ends toward where the idler wheels contact the inner side of the track.

In FIG. 4, an elevation view of the profiles 341 a and 341 d is illustrated. As can been seen in FIG. 4 viewed in conjunction with FIG. 3, the height of the profiles on the outer lateral portions A and E of the track is constant and is higher than the height of the profiles on the central portion of the track. The profiles in the inner lateral sides of the track has both the higher height of the profiles on the outer later portion A and E and the lower height of the profiles on the central portion C of the track. In other words, each of the profiles immediately adjacent to and inside the sprocket engaging areas 323 a and 323 b have two portions each having a different height than the other with a slanted step-down area 362.

For example, the profile 341 a of the outer lateral portion A of the first pitch 331 has a height of H, which remains constant. The profile 343 c of the central portion C of the third pitch 334 has a height of H₂, which also remains constant. As shown in FIG. 4, the profile 341 d of the inner lateral portion D of the first pitch has three portions—a higher portion 364 having a height of H₁ and a lower portion 366 having a height of H₁ with a slanted step-down area 362 connecting the two portions. It is preferable that the step-down areas of the profiles the inner lateral portions B and D be placed on the inside of the areas which contacts the idler wheels on the inner side of the track.

In FIG. 4, there is illustrated a tower portion 368 in the higher portion 364 of the profile 341 d, provided immediately before the step-down area 362 of the profile 341 d. The tower portions provide reinforcement to the paddles and are located on each of the paddles. At the lateral ends of some profiles, there is provided slopes extending from the track body surface to the upper edge surface of the profiles. For example, the profile 341 d has a slope 370 extending from the track body surface 321 to the upper edge surface 372 of the profile 341d.

The overall effect of having H₁ on the lateral outer portions and H₂ on the central portions is that the hybrid height arrangement advantageously improves various performance characteristics of the track. First, the hybrid height profile arrangement provides improved floatability. Because the height of profiles toward the middle portion of the track is lower, these profiles engage less snow than the profiles on the lateral sides. Hence, when the snowmobile with the track moves, there will be more snow left under the track in the middle portion than the lateral portions. Accordingly, while the snowmobile would tend to assume a position deeper into the snow in the lateral portions, the snow left in the middle portion of the track aids the flotation of the snowmobile through the powder snow.

Second, the hybrid height profile arrangement assists in addressing the concerns over “pushing” where the snowmobile tends to loose a significant measure of steerability. The concern over pushing is particularly more acute in mountain snowmobiles having an extended long track length, such as greater than 141 inches. When the height of the paddles are reduced from 2 inches to 1¾ inches, the paddles with the reduced height will provide less traction. Thus, the inventors have found that the excessive traction force of the long length tracks can be decreased by reducing the height of the middle portion of the track only. In this way, the hill climbing or sidehilling capabilities provided by the two inch lugs on the outer lateral side of the track is substantially maintained.

On a related note, to further address the concerns over pushing, the profiles on the central portion C of the track have been provided so that they will repeat every third pitch. Inventors have found that it is desirable to have the lugs on the outer lateral portions A and E of the track provide as much traction force as possible to effectively provide the necessary traction when the weight of the sled and the rider is transferred laterally in sidehilling. At the same time, the lugs in the middle portion C can be unloaded and may not necessarily need to generate as powerful traction force as the lugs on the lateral ends of the track.

Therefore, the profiles on the central portion C, as shown in FIGS. 3 and 7, are provided every third pitch. For example, the profiles 343 c in the third pitch 333 is followed by the profile 346 c in the sixth pitch 336. It can be further observed that the profiles 341 a, 342 e, 343 a, 344 e, 345 a and 346 e in the outer later ends A and E have substantially same lateral width as profiles 343 c and 346 c in the center portion C, while the profiles 341 d, 342 b, 344 b and 345 d provided on inner lateral portions B and D have comparably shorter lateral width. Thus, the profiles on the inner lateral portions B and D also contribute to alleviating concerns over too much pushing.

In the preferred embodiment, the H₂ is 2 inches, and H₁ is 1¾ inches. These parameters can be easily changed to 1¾ inches for the higher portion and 1½ for the lower portion. Yet even further, the hybrid height arrangement can be advantageously utilized in snowmobile applications other than mountain snowmobiles. For example, the flotation of any snowmobile can be improved with the hybrid height system. Therefore, the range of heights need not be restricted to between about 1¼ and 2 inches.

The inventors have found that the combination of the six pitch tread pattern and the hybrid height profiles discussed above significantly improves the performance characteristics of a track. An example of such track was tested with a mountain snowmobile having a track with a nominal width of 15 inches and a nominal length of 151 inches. The height of the lugs were about 1¾ inches in the lower portion toward the middle of the track and 2 inches on the outer lateral portions. Previously, when a 151 inch track with conventional tread patterns was tried, the snowmobile was pushed too much, and therefore, resulted in poor steerability. To compensate again the loss of maneuverability, the inventors have experimented with various tread patterns, including the six pitch, hybrid height tread pattern of the present invention. When the tread pattern illustrated in FIG. 2 was utilized, the inventors found that the track provided an acceptable degree of maneuverability even with the long 151 inch track with two inch lugs on the lateral portions of the track and 1¾ inch lugs in the middle was providing increased traction. With the elongated length, the track provided an excellent hill climbing ability. Yet even more, the inventors have found that the lifting aided by the additional surface area of the long track and the hybrid height lugs provides superior flotation of the snowmobile.

C. Tunnel Extension

Because the snowmobile in the present invention is designed to utilize a track whose length is increased from the conventional regular length track, it is necessary to increase sizes of certain parts of the snowmobile and make several modifications to accommodate the added length in the track. In FIG. 8, the rear suspension systems and the tunnels of the snowmobiles shown in FIGS. 1A and 1B are illustrated to show the modification made to increase the track length to 151 inches. FIG. 9A shows a suspension system 402, a tunnel 404, a tunnel extension 406 and various parts comprising the suspension system, the tunnel, and the tunnel extension of a mountain snowmobile of the present invention. FIG. 9B shows a suspension system 402′, a tunnel 404′, and various parts comprising the suspension system and the tunnel of a mountain snowmobile of the prior art.

As shown in FIG. 8, the drive wheel 416 has been moved down and rearward slightly, and the rear idler wheel 410 has been relocated further back toward the aft of the snowmobile in comparison to the drive wheel 416′ and rear idler wheel 410′ of the prior art snowmobile illustrated in FIG. 9B. The locations of other inner idle wheels 417, 418 and 423 have been altered slightly from their prior positions 417′, 418′ and 423′. Further, the positions of rear shock 414 and rear arm 412 have been also modified slightly in light of the increased length of the track. In addition, the slide frame 425 of the present invention in FIG. 9A is longer in axial length than the slide frame 425′ of the snowmobiles with the regular length 136 inch track in FIG. 9B. These above mentioned modifications are viewed as well within the skills of one of ordinary skill in the art. Further, the present invention shown in FIG. 9A contemplates addition of optional inner idle wheels 420, 424, 426, which in themselves are not necessary to practice the present invention.

To accommodate the extra length of the track, the total tunnel length has been extended. Significantly, rather than designing a brand new longer tunnel for the snowmobiles to accommodate the added track length, an aspect of the present invention provides a tunnel extension 406 illustrated in FIGS. 10A and 10B.

The tunnel extension in accordance with this aspect of the present invention is formed of the same material as the tunnel. In the preferred embodiment illustrated in FIGS. 10A and 10B, the tunnel extension 406 is a flank formed aluminum. The tunnel extension is shaped to form a tapered end to give an integral appearance with the tunnel. The tunnel extension comprises a top panel 430, a rear panel 432 and two side panels 434 and 436 as shown in FIGS. 10A. As shown in FIG. 10B, the tunnel extension is attached to the tunnel 404 with a plurality of rivets and/or bolts in a manner known to one of skilled in the art. The side panels 434 and 436 have flange portions 438 and 440 that are configured for bolt and rivet connection to the tunnel 404 as shown in FIGS. 10A and 10B. Also as shown in FIGS. 10A and 10B, a substantially U-shaped bumper 442 is connected to both the tunnel 404 and the tunnel extension 406 around side panels 405 and 407 of the tunnel 404, the side panels 434 and 436 of the tunnel extension 406. The bumper 442 is connected to the side panels 405 and 406 of the tunnel and the side panels 434 and 436 of the tunnel extension 406 by rivets and bolts. The bumper 442 also acts as a handle with which the snowmobile can be pulled when the sled gets stuck in snow.

The added length of the track could have been accommodated by building a new longer tunnel as known in the art. Rather than building another longer tunnel, however, the present invention provides a tunnel extension 406 which could achieve cost savings. In other words, the tunnel extension is advantageous whenever the length of tunnel needs to be extended, but the cost benefit analysis or other considerations indicates that a new design of a longer tunnel is not desirable. The tunnel extension can easily and advantageously provide the extra length in the tunnel.

While the invention has been described with reference to several preferred embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the spirit and scope of the present invention. In addition, many modifications may be made to adapt a particular situation, component, or material to the teachings of the present invention without departing from its teachings as claimed. APPENDIX A Country Status Application Patent Application Name Description Number Number Date Grant Date Title Australia Filed 50113/01 Jun. 04, 2001 Personal Watercraft and Off-Power Steering System for a Pers Austria Granted A 957/92 399209 May 12, 1992 Apr. 25, 1995 Variable ratio drive pulley Austria Granted A 116/91 402954 Jan. 21, 1991 Oct. 27, 1997 Variable geometry tiller Belgium Filed 98958757.1 Dec. 03, 1998 Casque Canada Granted 390,944 1,163,835 Nov. 28, 1981 Mar. 20, 1984 Speedometer drive Canada Granted 459,037 1,208,040 Jul. 17, 1984 Jul. 22, 1986 Drive pulley Canada Granted 502,719 1,228,884 Feb. 26, 1986 Nov. 03, 1987 Snowmobile slide suspension (Formula Plus) Canada Granted 502,718 1,231,123 Feb. 26, 1986 Jan. 05, 1988 Snowmobile ski suspension Canada Granted 502,716 1,232,928 Feb. 26, 1986 Feb. 16, 1988 Snowmobile frame structure Canada Granted 589,764 1,299,224 Feb. 01, 1989 Apr. 21, 1992 Track cleat Canada Granted 611,371 1,328,379 Sep. 14, 1989 Jan. 25, 1994 Liquid level sight gauge Canada Granted 613,795 1,332,290 Sep. 27, 1989 Oct. 11, 1994 Speedometer conversion Canada Granted 612,079 1,332,623 Sep. 20, 1989 Oct. 18, 1994 Snowmobile ski suspension (Safari) Canada Granted 2,007,801 2,007,801 Jan. 16, 1990 Jun. 23, 1998 Carburetor with high altitude compensator Canada Granted 2,008,235 2,008,235 Jan. 22, 1990 Aug. 31, 1999 Variable geometry tiller Canada Granted 2,012,027 2,012,027 Mar. 13, 1990 Apr. 23, 1998 Reverse rotation engine Canada Granted 2,018,591 2,018,591 Jun. 08, 1990 Nov. 20, 2001 Snowmobile ski including runner, sole and stiffener (High sp Canada Granted 2,095,981 2,095,981 May 11, 1993 Jun. 25, 2002 Variable ratio drive pulley Canada Granted 2,216,481 2,216,481 Sep. 26, 1997 Feb. 27, 2001 System for reversing 2 stroke engine Canada Granted 2,228,759 2,228,759 Feb. 04, 1998 Jul. 01, 2003 Noise Reducing System Canada Granted 2,057,434 2,057,434 Dec. 11, 1991 Nov. 24, 1998 Snowmobile suspension Canada Granted 2,312,815 2,312,815 Dec. 03, 1988 Oct. 29, 2002 Helmet Canada Granted 2,354,131 2,354,131 Dec. 03, 1996 Sep. 30, 2003 Helmet Canada Filed 2,276,648 Jun. 23, 1999 All Terrain Vehicle w/improved motor arrangement Canada Filed 2,276,643 Jun. 23, 1989 Straddle-Type All Terrain Vehicle with Progressive Different Canada Filed 2,250,878 Oct. 21, 1998 Transmission System for a Straddel Type Vehicle Canada Filed 2,202,330 Apr. 10, 1997 All Terrain Vehicle Canada Filed 2,354,742 Jun. 06, 2001 Fender structure for an all terrain vehicle Canada Filed 2,351,301 Jun. 26, 2001 Gear Shift Assembly for straddle-type vehicle Canada Filed 2,306,887 May 19, 2000 All terrain vehicle (DS850) Canada Filed 2,337,733 Feb. 22, 2001 Shipping Method and System Canada Filed 2,438,015 Nov. 29, 2001 Inboard Brake System for a Straddle-type All Terrain Vehicle Canada Filed 2,390,603 Jun. 13, 2002 Frames for All-Terrain Vehicles Canada Filed 2,366,455 May 14, 2002 Swing Arm for All Terrain Vehicle Canada Filed 2,429,694 May 21, 2003 Straddle Type ATV with Mechanical Actuated Brake System Canada Filed 2,437,458 Aug. 11, 2003 Modular Headlight System for Recreational Vehicles Canada Filed 2,443,761 Oct. 20, 2003 Fuel Tank for ATV Canada Filed 2,422,394 Mar. 11, 2003 Breathing Mask Adjuster Canada Filed 2,422,239 Mar. 11, 2003 Breathing Mask Adjuster Canada Filed 2,422,392 Mar. 11, 2003 Cold-Weather Helmet with Breathing Mask breathing air from inside the helmet Canada Filed 2,422,025 Mar. 11, 2003 Helmet with Breathing Mask Air Passages Canada Filed 2,422,145 Mar. 12, 2003 Cold-Weather Helmet with Breathing Mask Pivoting Forward and Canada Filed 2,422,406 Mar. 12, 2003 Cold-Weather Helmet with spring loaded sunshield Canada Filed 2,422,397 Mar. 12, 2003 Cold-Weather Helmet with spring loaded sunshield Canada Filed 2,422,400 Mar. 12, 2003 Cold-Weather Helmet with heated eye shield Canada Filed 2,422,236 Mar. 12, 2003 Cold-Weather Helmet eye shield having a translucent portion Canada Filed 2,365,560 Dec. 19, 2001 Windshield Assembly for an All Terrain Vehicle Canada Filed 2,425,484 Apr. 14, 2003 Stator Vane and Impeller-Drive Shaft Arrangements and Person Canada Filed 2,427,782 May 02, 2003 Convertible Personal Watercraft (barracoda) Canada Filed 2,255,275 Dec. 03, 1988 Turning Aid Nozzle Canada Filed 2,306,193 Apr. 19, 2000 Watercraft with Steer Responsive Throttle Canada Filed 2,255,276 Dec. 03, 1998 Carrier Rack for Use on a Watercraft Canada Filed 2,333.831 Feb. 05, 2001 Personal Watercraft and Off-Power Steering System for a Personal Watercraft Canada Filed 2,398,479 Jul. 31, 2002 Personal Watercraft and Off-Power Steering System Canada Filed 2,351,293 Jun. 22, 2001 Personal Watercraft Having an improved Exhaust System Canada Filed 2,383,891 Apr. 29, 2002 Huti with Deck Supporting Posts Canada Filed 2,383,856 Apr. 28, 2002 Fluid Reservoir Canada Filed 2,323,987 Oct. 20, 2000 Watercraft having a closed coolant circulating system with a Canada Filed TBA Dec. 04, 2003 Mobile Electronic Video Game Canada Filed 2,153,101 Jun. 30, 1995 Snowmobile transmission jackshaft (Drive train) Canada Filed 2,143,802 Mar. 02, 1995 Track noise suppression Canada Filed 2,191,008 Nov. 22, 1998 Rear suspension system for a land vehicle Canada Filed 2,293,108 Dec. 23, 1999 Snowmobile (REV) Canada Filed 2,350,345 Jun. 12, 2001 Snowmobile rider Positioning Canada Filed 2,411,984 Nov. 15, 2002 Snowmobile with Active Rider Positioning Canada Filed 2,217,959 Oct. 09, 1997 Electronic Compensation System Canada Filed 2,277,729 Jul. 13, 1999 Adjustable Rear Suspension for a Tracked Vehicle Canada Filed 2,437,787 Mar. 12, 2001 Systems and Methods for Automatic Carburetor Enrichment During Cold Start Canada Filed 2,358,154 Oct. 03, 2001 Adjustable Apparatus and Kit for a Coupled Snowmobile Suspension Canada Filed 2,350,270 Jun. 12, 2001 Front suspension with three ball joints for a vehicle Canada Filed 2,371,477 Feb. 11, 2002 Fuel tank for a recreational vehicle Canada Filed 2,350,264 Jun. 12, 2001 Frame construction for a vehicle Canada Filed 2,427,235 Apr. 28, 2003 Suspension Assembly Canada Filed 2,352,938 Jun. 12, 2001 Snowmobile Engine Mount Canada Filed 2,434,780 Jun. 12, 2001 Mounting Element for an Engine Canada Filed 2,435,021 Aug. 12, 2001 Snowmobile Engine Mount Canada Filed 2,434,788 Aug. 12, 2001 A Method for Assembling a Vehicle Canada Filed 2,385,195 Dec. 14, 2001 Detachable Windshield for Snowmobile Canada Filed 2,373,337 Feb. 26, 2002 Snowmobile Slide Rail System Canada Filed 2,403,419 Sep. 13, 2002 Shock Absorber with a Floating Piston Canada Filed 2,373,388 Feb. 26, 2002 Shock absorber adjustable in compression Canada Filed 2,298,749 Feb. 10, 2000 Shock linkage assembly for a snowmobile rear suspension system Canada Filed 2,317,932 Sep. 08, 2000 Apparatus and kit for coupling a snowmobile suspension Canada Filed 2,345,819 Feb. 11, 2000 A Long Track Mountain Snowmobile and a Track Therefor Canada Filed 2,371,787 Feb. 11, 2000 A Snowmobile Drive Track Canada Filed 2,409,811 Oct. 28, 2002 Shock Absorber with a Gas Chamber on a Rebound Side of a Piston Canada Filed 2,350,285 Jun. 12, 2001 Engine cradle for a vehicle (REV) Canada Filed 2,435,034 Jun. 12, 2001 Snowmobile Frame Canada Filed 2,435,039 Jun. 12, 2001 Foot Hold Canada Filed 2,350,348 Jun. 12, 2001 Side Panel for a Recreational Vehicle Canada Filed 2,419,899 Feb. 26, 2003 Luminescent Gauge Canada Filed 2,350,274 Jun. 12, 2001 Snowmobile with Pivotable Rear Snow Flap Canada Filed 2,435,028 Jun. 12, 2001 Snowmobile with Pivotable Rear Snow Flap Canada Filed 2,361,197 Nov. 07, 2001 A Latch Mechanism for a Snowmobile engine cover Canada Filed 2,363,856 Nov. 27, 2001 A Snowmobile with a Turbocharged 4 Stroke Engine Canada Filed 2,400,913 Aug. 30, 2002 Engine Control Canada Filed 2,418,679 Feb. 11, 2003 Quick Release Passenger Seat with Flexible Grab Handle Canada Filed 2,440,521 Aug. 11, 2003 Onboard Communication System for a Recreational Vehicle Canada Filed 2,432,320 Jun. 13, 2003 Straddle-Type Mesh Seat Canada Filed 2,436,497 Aug. 05, 2003 Drive Sprocket for a Tracked Vehicle Canada Filed TBA Nov. 25, 2003 Rear Fairing for a Snowmobile Canada Filed 2,436,493 Aug. 05, 2003 Vehicle Track Providing Enhanced Steerability Canada Filed 2,434,188 Jul. 02, 2003 Side Panel for a snowmobile Canada Filed 2,441,643 Oct. 08, 2003 Snowmobile Suspension Geometry Canada Filed TBA Nov. 28, 2003 Latch Canada Filed TBA Nov. 27, 2003 Modular Snowmobile Platform Canada Filed TBA Dec. 04, 2003 A Methodology for the Design and Manufacture of a Family of Canada Filed 2,418,681 Feb. 11, 2003 Flexible Grab Handle Canada Filed 2,443,767 Oct. 16, 2003 R3R Three Wheel Vehicle and Concentric Intermediate Sprocket Canada Filed 2,355,057 Jan. 08, 1999 Snow Groomers and Control Systems Therefor Canada Filed 2,394,621 Dec. 15, 2000 Snow Groomer Having an Improved Variable Geometry Tiller Ass Canada Filed 2414630 Dec. 13, 2002 Hydrostatic Motor Drive Mount Canada Filed 2,443,765 Oct. 22, 2003 Snow Groomer Flow Assembly Canada Filed 2,440,934 Sep. 18, 2003 Kit To Transform a Tracked Vehicle To A Wheeled Vehicle Canada Filed 2,368,685 Jan. 07, 2002 Muffler and Spark Arrester Canada Filed 2,350,972 Jun. 18, 2001 Hydraulic Pump for an ATV Canada Filed 2,440,948 Sep. 17, 2003 All Terrain Vehicle and Rack Therefor Canada Filed 2,427,730 May 02, 2003 Suspension Arm Arrangement for Straddle-Type All-Terrain Vehicle Canada Filed 2,434,871 Jul. 03, 2003 Carburetor Hester for ATV (SC) Canada Filed TBA Sep. 09, 2003 Service Center for a Recreational Vehicle (MR) Canada Filed 2,409,812 Oct. 28, 2002 Shock absorber with Adjustable valving Canada Filed 2,392,928 Jul. 10, 2002 Spindle for convertable ski stance Canada Filed 2,431,381 Dec. 06, 2001 Virtual Breaking System for Hydrostatically Driven Vehicle Canada Filed 2,403,753 Mar. 21, 2001 Snow Groomer Having a Tiller Assembly with a Variable Snow C Canada Filed 2,441,650 Oct. 08, 2003 Level Wind Apparatus for use on a Snow Grooming vehicle Canada Filed 2,410,728 Oct. 31, 2002 Hydraulic Damping Device Europe Granted 98958757.1 1035896 Dec. 03, 1998 Oct. 08, 2003 Helmet Europe Filed 01130658.6 Dec. 03, 1998 Helmet Europe Filed 1916795.6 Mar. 21, 2001 Snow Groomer Having a Tiller Assembly with a Variable Snow C France Filed 98958757.1 Dec. 03, 1998 Casque Germany Granted 29824777.1 29824777.1 Dec. 03, 1998 Aug. 22, 2002 Breathing Mask for a Helmet Germany Granted 4101617.3 4101517.3 Jan. 21, 1991 Aug. 18, 1998 Variable geometry tiller Germany Filed 98958757.1 Dec. 03, 1998 Casque Germany Filed TBA Dec. 03, 1998 Helmet Great Filed 98958757.1 Dec. 03, 1998 Casque Britain Japan Filed 2003-131292 May 09, 2003 Hydraulic Damper Japan Filed 2002-209430 Jul. 18, 2002 Hydraulic Damping Device Italy Filed 98958757.1 Dec. 03, 1998 Helmet PCT Filed PCT/CA02/01754 Nov. 13, 2002 ATV with improved Driver Positioning and Single or Multi Pas PCT Filed PCT/US01/44320 Nov. 29, 2001 Inboard Brake System for a Straddle-type All Terrain Vehicle PCT Filed PCT/CA98/01126 Dec. 03, 1998 Breathing Mask for a Helmet PCT Filed PCT/CA03/00385 Mar. 12, 2003 Breathing Mask Adjuster PCT Filed PCT/CA03/00365 Mar. 12, 2003 Cold-Weather Helmet with Breathing Mask Pivoting Forward and PCT Filed PCT/CA03/00367 Mar. 12, 2003 Cold-Weather Helmet with spring loaded sunshield PCT Filed PCT/CA01/00307 Mar. 12, 2001 Systems end Methods for Automatic Carburetor Enrichment Durl PCT Filed PCT/US00/03401 Feb. 11, 2000 A Long Track Mountain Snowmobile and a Track Therefor PCT Filed PCT/CA03/00249 Feb. 24, 2003 R3R Components for a Three-Wheeled Vehicle to Permit Leaning PCT Filed pct/ca02/01565 Oct. 16, 2002 R3R Three Wheel Vehicle Having a Split Radiator and an Inter PCT Filed PCT/CA03/00248 Feb. 24, 2003 R3R Three Wheel Vehicle with a Continuously Variable Transml PCT Filed PCT/CA01/01747 Dec. 06, 2001 Virtual Breaking System for Hydrostatically Driven Vehicle USA Filed TBA Aug. 14, 2003 Deck Boat (Buddy Seat) USA Granted 06/585,446 4,575,363 Mar. 02, 1984 Mar. 11, 1986 Drive pulley USA Granted 06/706,188 4,520,604 Feb. 27, 1985 Nov. 04, 1988 Snowmobile frame structure USA Granted 06/706,185 4,671,521 Feb. 27, 1985 Jun. 09, 1987 Snowmobile ski suspension USA Granted 07/250,288 4,899,610 Sep. 28, 1988 Feb. 13, 1990 Throttle lever USA Granted 07/400,806 4,987,777 Aug. 30, 1989 Jan. 29, 1991 Liquid level sight gauge USA Granted 07/485,655 4,991,911 Feb. 22, 1990 Feb. 12, 1991 Track clast USA Granted 07/465,423 5,021,198 Jan. 16, 1990 May 04, 1991 Carburetor with high altitude compensator USA Granted 07/612,465 5,036,802 Nov. 14, 1990 Aug. 06, 1991 Reverse rotation engine USA Granted 07/612,453 5,067,263 Nov. 14, 1990 Nov. 26, 1991 Variable geometry tiller USA Granted 07/550,995 5,061,868 Jul. 11, 1990 Jan. 21, 1992 Speedometer conversion USA Granted 07/547,240 5,165,709 Jul. 03, 1990 Nov. 24, 1992 Snowmobile ski including runner, sole and stiffener (High sp USA Granted 07/690,362 5,209,703 Apr. 24, 1991 May 11, 1993 Drive pulley (TTL improved) USA Granted 08/060,158 5,326,330 May 11, 1993 Jul. 05, 1994 Variable ratio drive pulley USA Granted 07/985,899 5,369,360 Dec. 04, 1992 Nov. 29, 1994 Recessed paddle wheel speed measuring device for personal we USA Granted 08,235,635 5,542,371 Apr. 29, 1994 Aug. 06, 1996 Seat suspension For watercraft USA Granted 08/443,881 5,603,281 May 30, 1995 Feb. 16, 1997 Seat suspension for watercraft USA Granted 08/426,918 5,607,026 Apr. 21, 1995 Mar. 04, 1997 Snowmobile transmission jackshaft (Drive train) USA Granted 08/545,550 5,690,520 Oct. 19, 1995 Nov. 25, 1997 Weed removal apparatus for a jet pump propelled watercraft USA Granted 08/740,607 5,692,983 Oct. 31, 1996 Dec. 02, 1997 Variable ratio drive pulley (Rotax clutch-cushion drive) USA Granted 08/361,761 5,709,440 Feb. 01, 1995 Jan. 20, 1998 Track noise suppression USA Granted 08/393,109 5,713,645 Feb. 22, 1995 Feb. 03, 1998 Snowmobile track profile USA Granted 08/640,500 5,746,054 May 01, 1996 May 05, 1998 Method and apparatus for tuned pipe water injection USA Granted 08/721,099 5,784,574 Sep. 27, 1996 Aug. 18, 1998 System for reversing 2 stroke engine USA Granted 08/551,291 5,797,816 Oct. 31, 1995 Aug. 25, 1998 Variable ratio drive pulley with damping structure (TRA Clut USA Granted 08/632,581 5,880,486 Apr. 15, 1998 Jan. 19, 1999 Rear suspension system for a land vehicle USA Granted 08/661,381 5,863,229 Jun. 11, 1998 Jan. 25, 1999 Variable venturi USA Granted 09/020,170 6,019,648 Feb. 08, 1998 Feb. 01, 2000 Noise Reducing System USA Granted 09/204,465 6,102,756 Dec. 03, 1998 Aug. 15, 2000 Turning Aid Nozzle USA Granted 09/246,286 6,157,774 Feb. 08, 1998 Jan. 02, 2001 Handlebar-Mountable Ergonomic Shifter for a Motor Vehicle USA Granted 09/088,854 6,174,210 Jun. 02, 1998 Jan. 16, 2001 Watercraft Control Mechanism USA Granted 08/948,064 6,186,117 Oct. 09, 1997 Feb. 13, 2001 Electronic Compensation System USA Granted 09/204,690 6,189,753 Dec. 03, 1998 Feb. 20, 2001 Carrier Rack for Use on a Watercraft USA Granted 09/137,605 6,206,124 Aug. 21, 1998 Mar. 27, 2001 Adjustable Rear Suspension for a Tracked Vehicle USA Granted 09/206,073 6,244,227 Dec. 04, 1998 Jun. 12, 2001 Valve Assembly Using Pressurized Medium for Controlling Operating Conditions of a Two-Stroke Engine USA Granted 09/338,637 6,257,081 Jun. 23, 1999 Jul. 10, 2001 Transmission System for a Straddle Type Vehicle USA Granted 09/624,256 6,276,291 Jul. 24, 2000 Aug. 21, 2001 Adjustable Steering Column USA Granted 09/338,749 6,296,073 Jun. 23, 1999 Oct. 02, 2001 All Terrain Vehicle with Improved Motor Arrangement USA Granted 09/383,073 6,336,833 Aug. 28, 1999 Jan. 08, 2002 Watercraft with Stear Responsive Throttle USA Granted 09/868,187 6,354,023 Jan. 08, 1999 Mar. 12, 2002 Snow Groomers and Control Systems Therefor USA Granted 09/904,742 6,405,669 Jul. 16, 2001 Jun. 16, 2002 Low Speed Steering System USA Granted 09/997,952 6,419,533 Oct. 17, 2001 Jul. 16, 2002 Noise Reducing System USA Granted 09/961,387 6,428,371 Sep. 25, 2001 Aug. 08, 2002 Watercraft with Steer Responsive Responsive Engine Speed Con USA Granted 09/938,830 6,435,119 Aug. 27, 2001 Aug. 20, 2002 Watercraft Air Intake System USA Granted 09/689,788 6,439,328 Oct. 13, 2000 Aug. 27, 2002 Adjustable Air Vent for a Vehicle USA Granted 09/877,064 6,446,744 Jun. 11, 2001 Sep. 10, 2002 Engine cradle for a vehicle USA Granted 09/858,163 6,467,561 Sep. 08, 2000 Oct. 22, 2002 Apparatus and kit for coupling a snowmobile suspension USA Granted 09/969,888 6,478,098 Oct. 04, 2001 Nov. 12, 2002 Adjustable Apparatus and Kit for a Coupled Snowmobile Suspension USA Granted 09/555,272 6,488,553 Jun. 22, 2001 Dec. 03, 2002 Driveshaft with a resiliently deformable cushioning structur USA Granted 09/877,213 6,491,125 Jun. 11, 2001 Dec. 10, 2002 Snowmobile with Pivotable Rear Snow Flap USA Granted 09/339,517 6,491,126 Jun. 24, 1999 Dec. 10, 2002 Straddle-Type All Terrain Vehicle with Progressive Different USA Granted 09/701,045 6,510,013 Feb. 11, 2000 Jan. 28, 2003 A Long Track Mountain Snowmobile and a Track Therefore USA Granted 09/850,173 6,523,489 May 08, 2001 Feb. 25, 2003 Personal Watercraft and Off-Power Steering System for a Pers USA Granted 09/057,652 6,523,634 Apr. 09, 1998 Feb. 25, 2003 All Terrain Vehicle USA Granted 10/173,532 6,524,146 Jun. 18, 2002 Feb. 25, 2003 Watercraft Having Auxillary Steering USA Granted 09/753,461 6,524,224 Jan. 04, 2001 Feb. 25, 2003 Transmission System for a Straddle Type Vehicle USA Granted 09/942,728 6,533,623 Aug. 31, 2001 Mar. 18, 2003 Thrust Reversing Nozzle Assembly for WC (Reversing Gate) USA Granted 09/691,129 6,544,085 Oct. 19, 2000 Apr. 08, 2003 Watercraft Having a Closed Coolant Circulating System with a USA Granted 09/

5,610 5,5

,688 Jun. 22, 2001 Apr. 15, 2003 Improved removable stabilizing fin for watercraft USA Granted 09/574,234 6,547,027 May 19, 2000 Apr. 15, 2003 All terrain vehicle (DS650) USA Granted 09/886,464 6,551,155 Jul. 22, 2001 Apr. 22, 2003 Personal Watercraft Having an Improved Exhaust System USA Granted 09/942,956 6,554,863 Aug. 31, 2001 May 20, 2003 Transmission System for a Straddle Type Vehicle USA Granted 10/175,448 5,568,970 Jun. 20, 2002 May 27, 2003 Vehicle having Improved Fuel, Lubrication and Air Intake Sys USA Granted 09/891,868 5,588,537 Aug. 28, 2001 Jul. 08, 2003 Gear Shift Assembly for straddle-type vehicle USA Granted 10/174,940 8,592,415 Jun. 20, 2002 Jul. 15, 2003 Vehicle having Improved Fuel, Lubrication and Air Intake Sys USA Granted 09/942,727 6,592,727 Aug. 31, 2001 Jul. 15, 2003 Thrust Reversing Nozzle Assembly for WC (Reversing Gate) USA Granted 10/224,649 6,595,311 Aug. 21, 2002 Jul. 22, 2003 A vehicle with a base plate & an engine mount USA Granted 10/021,308 6,595,611 Dec. 19, 2001 Jul. 22, 2003 Personal Watercraft vehicle component multiplex communication system USA Granted 10/141,134 6,504,594 May Sep. 2002 Aug. 12, 2003 Foot Hold USA Granted 10/224,560 8,604,600 Aug. 21, 2002 Aug. 12, 2003 Method for assembling a vehicle USA Granted 09/586,616 8,606,751 Jun. 02, 2000 Aug. 19, 2003 Breathing Mask for a Helmet USA Granted 10/259,318 6,609,771 Sep. 30, 2002 Jun. 26, 2003 A Mountain Track for a Snowmobile USA Granted 10/141,855 6,619,417 May 10, 2002 Sep. 18, 2003 Snowmobile Slide Roll System USA Granted 09/949,038 5,526,260 Sep. 10, 2001 Sep. 30, 2003 All Terrain Vehicle USA Granted 09/778,801 6,631,776 Feb. 08, 2001 Oct. 14, 2003 Shock linkage assembly for a Snowmobile suspension system USA Granted 09/930,271 6,637,538 Aug. 16, 2001 Oct. 28, 2003 All Terrain Vehicle with Improved Motor Arrangement USA Granted 09/944,390 6,644,144 Sep. 04, 2001 Nov. 11, 2003 Rotatably mounted throttle assembly USA Granted 10/075,982 6,644,308 Feb. 15, 2002 Nov. 11, 2003 Helmet USA Granted 10/013,888 6,648,093 Dec. 13, 2001 Nov. 18, 2003 Engine Mounting Structure for All Terrain Vehicle USA Granted 09/926,468 6,651,764 Aug. 14, 2001 Nov. 25, 2003 Fuel tank for a recreational vehicle USA Granted 09/877,211 6,651,788 Aug. 11, 2001 Nov. 25, 2003 Snowmobile Engine Mount USA Granted 09/877,214 6,655,487 Jun. 11, 2001 Dec. 02, 2003 Front suspension with three ball joints for a vehicle USA Granted 09/947,548 8,656,088 Sep. 07, 2001 Dec. 02, 2003 Pulley having progressively variable sheave angle USA Granted 08,567/344 RE38,124 Nov. 30, 1995 May 27, 2003 Snowmobile suspension USA Filed TBA Aug. 14, 2003 Deck Boat (Buddy Seat) USA Filed 10/840,678 Aug. 14, 2003 Deck Boat USA Granted 09/950,926 6,659,566 Sep. 13, 2001 Dec. 09, 2003 Cargo Carrying Compartments of an All Terrain Vehicle USA Filed 09/250,332 Feb. 16, 1999 Adjustable Windshield USA Filed 09/472,134 Dec. 23, 1999 Snowmobile (REV) USA Filed 09/483,856 Jan. 18, 2000 Adjustable Windshield USA Filed 09/490,757 Jan. 24, 2000 Noise Reducing System USA Filed 09/789,813 Feb. 22, 2001 Shipping Method and System USA Filed 09/824,876 Apr. 04, 2001 Frames for All-Terrain Vehicles USA Filed 09/877,188 Jun. 11, 2001 Snowmobile rider positioning USA Filed 09/877,180 Jun. 11, 2001 Side Panel for a Recreational Vehicle USA Filed 09/877,212 Jun. 11, 2001 Frame construction for a vehicle USA Filed 09/880,022 Jun. 14, 2001 Hydraulic Pumps for an ATV USA Filed 09/922,237 Aug. 06, 2001 Fender structure for an all terrain vehicle USA Filed 09/925,729 Aug. 10, 2001 Watercraft having air/water separating device USA Filed 09/928,659 Aug. 14, 2001 Snowmobile aid with offset runner and keel (X- Carve) USA Filed 09/932,445 Aug. 20, 2001 System, method and apparatus for controlling vehicle perform USA Filed 09/932,971 Aug. 21, 2001 Suspension system for an all terrain vehicle USA Filed 09/942,673 Aug. 31, 2001 Air Intake for a straddle-type all terrain vehicle USA Filed 09/966,158 Nov. 07, 2001 A Letch Mechanism for a Snowmobile USA Filed 09/987,202 Nov. 13, 2001 A Snowmobile with a Turbocharged 4 Stroke Engine USA Filed 09/995,688 Nov. 29, 2001 Inboard Brake System for a Straddle-type All Terrain Vehicle USA Filed 10/014,603 Dec. 14, 2001 Detachable Windshield for Snowmobile USA Filed 10/021,572 Dec. 19, 2001 Windshield Assembly for an All Terrain Vehicle USA Filed 10/061,184 Feb. 04, 2002 Snowmobile Ski USA Filed 10/082,347 Feb. 26,2002 Shock absorber adjustable in compression USA Filed 10/095,084 Mar. 12, 2002 All Terrain Vehicle USA Filed 10/126,482 Apr. 29, 2002 Fluid Reservoir USA Filed 10/133,358 Apr. 29, 2002 Hull with Deck Supporting Posts USA Filed 10/141,135 May 09, 2002 Snowmobile Frame USA Filed 10/143,857 May 14, 2002 Swing Arm for All Terrain Vehicle USA Filed 10/168,155 Dec. 15, 2000 Snow Groomer Having an improved Variable Geometry Tiller Ass USA Filed 10/173,555 Jun. 18, 2002 Method and System for Preventing Fluid From Flowing Along a USA Filed 10/174,567 Jun. 18, 2002 Adjustable Air Vent for a Vehicle USA Filed 10/189,578 Jul. 08, 2002 Spindle for convertable ski stance USA Filed 10/184,882 Jul. 15, 2002 Personal Watercraft with Rear Handle USA Filed 10/195,324 Jul. 16, 2002 Personal Watercraft and Off-Power Steering System USA Filed 10/211,573 Aug. 05, 2002 Cargo Carrying Compartments of an All Terrain Vehicle USA Filed 10/217,325 Aug. 13, 2002 Shielding Fairing for a Personal Watercraft USA Filed 10/217,611 Aug. 14, 2002 Parking Gear Assembly for an All Terrain Vehicle USA Filed 10/218,898 Aug. 15, 2002 Personal Watercraft with Storage Tray USA Filed 10/223,696 Aug. 20, 2002 Watercraft Having a Jet Propulsion System That Generates Imp USA Filed 10/223,697 Aug. 20, 2002 Jet Pump Bearing Assembly USA Filed 10/224,553 Aug. 21, 2002 Mounting Element for an Engine USA Filed 10/226,221 Aug. 23, 2002 Snowmobile with Pluatable Rear Snow Flap USA Filed 10/231,472 Aug. 30, 2002 R3R Three Wheel Vehicle and Rear Suspension Therefor USA Filed 10/233,659 Sep. 04, 2002 Watercraft Control Mechanism USA Filed 10/237,087 Sep. 09, 2002 Noise reducing engine enclosure USA Filed 10/239,519 Mar. 03, 2003 Snow Groomer Having a Tiller Assembly with a Variable Snow C USA Filed 10/242,559 Sep. 13, 2002 Shock Absorber with a Floating Piston USA Filed 10/259,314 Sep. 30, 2002 A Snowmobile having a Mountain Track USA Filed 10/274,384 Oct. 21, 2002 R3R Three Wheel Vehicle Having an Oil Cooler Assembly USA Filed 10/282,233 Oct. 29, 2002 Shock Absorber with a Gas Chamber on a Rebound Side of the P USA Filed 10/282,260 Oct. 29, 2002 Shock absorber with Adjustable valving USA Filed 10/282,813 Nov. 13, 2002 ATV with Improved Driver Positioning and/or Multi Passenger USA Filed 10/284,892 Nov. 15, 2002 Snowmobile Having Active Driver Positioning USA Filed 10/318,381 Dec. 13, 2002 Hydrostatic Motor Drive Mount USA Filed 10/320,376 Dec. 17, 2002 Engine Control USA Filed 10/346,188 Jan. 17, 2003 R3R Three Wheel Vehicle and Rear Suspension Therefor USA Filed 10/346,189 Oct. 21, 2002 R3R Three Wheel Vehicle Having an Oil Cooler Assembly USA Filed 10/381,680 Feb. 11, 2003 Flexible Grab Handle USA Filed 10/381,682 Feb. 11, 2003 Quick Release Passenger Seat with Flexible Grab Handle USA Filed 10/387,773 Feb. 19, 2003 Method of Cooperative Advertising and Interactive System The USA Filed 10/387,915 Feb. 19, 2003 Method of Cooperative Advertising and Interactive System The USA Filed 10/368,448 Feb. 20, 2003 Personal Watercraft Having an improved Exhaust System USA Filed 10/389,685 Feb. 21, 2003 Personal Watercraft Having a Removable Padestral USA Filed 10/370,264 Feb. 21, 2003 Watercraft Having a Closed Coolant Circulating System with a USA Filed 10/370,673 Feb. 24, 2003 Watercraft Suspension USA Filed 10/371,223 Feb. 24, 2003 R3R Three Wheel Vehicle and Concentric Intermediate Sprocket USA Filed 10/371,224 Feb. 24, 2003 R3R Frame Construction for a Three Wheel Vehicle USA Filed 10/371,226 Feb. 24, 2003 R3R Three Wheel Vehicle with a Continuously Variable Transml USA Filed 10/371,228 Feb. 24, 2003 R3R Three-Wheeled Vehicle and Fancier Assembly and Lighting USA Filed 10/371,230 Feb. 24, 2003 R3R Components for a Three-Wheeled Vehicle to Permit Leaning USA Filed 10/371,232 Feb. 24, 2003 R3R An Ergonomic Arrangement for a Three Wheel Vehicle USA Filed 10/371,233 Feb. 24, 2003 Vehicle and Adjustable Steering shaft Thereof USA Filed 10/373,593 Feb. 26, 2003 Luminescent Gauge USA Filed 10/386,019 Mar. 12, 2003 Cold-Weather Helmet with Breathing Mask breathing Having exl USA Filed 10/368,020 Mar. 12, 2003 Cold-Weather Helmet with spring loaded sunshield USA Filed 10/386,021 Mar. 12, 2003 Cold-Weather Helmet with Spring Loaded Sunshield USA Filed 10/386,022 Mar. 12, 2003 Cold-Weather Helmet with transtucent eye shield USA Filed 10/386,023 Mar. 12, 2003 Cold-Weather Helmet with Breathing Mask breathing air from ( USA Filed 10/388,026 Mar. 12, 2003 Breathing Mask Adjuster USA Filed 10/388,026 Mar. 12, 2003 Cold-Weather Helmet with Breathing Mask Pivoting Forward and USA Filed 10/400,909 Mar. 28, 2003 Hybrid Personal Watercraft USA Filed 10/412,274 Apr. 14, 2003 Stator Vane and Impeller-Drive Shaft Arrangements and Person USA Filed 10/422,820 Apr. 26, 2003 Suspension Assembly USA Filed 10/427,911 May 02, 2003 Convertible Personal Watercraft (barracuda) USA Filed 10/428,003 May 02 2003 Suspension Arm Arrangement for Straddle-Type All-Terrain Veh USA Filed 10/437,987 May 15, 2003 Air Intake System for Straddle-type All Terrain Vehicle USA Filed 10/442,182 May 21, 2003 Straddle Type ATV with Mechanical Actuated Brake System USA Filed 10/445,362 May 27, 2003 Vehicle Suspension for a Seat Thereof USA Filed 10/449,615 Jun. 02, 2003 Parking Gear Assembly For an ATV USA Filed 10/450,160 Jun. 11, 2003 Virtual Breaking System for Hydrostatically Driven Vehicle USA Filed 10/460,683 Jun. 13, 2003 Straddle-Type Mesh Seat USA Filed 10/608,075 Jun. 30, 2003 Snowmobile Slide Roll System USA Filed 10/609,405 Jul. 01, 2003 Side Panel for a snowmobile USA Filed 10/612,047 Jul. 03, 2003 Carburetor Heater for ATV (SC) USA Filed 10/617,354 Jul. 11, 2003 Variable venturi USA Filed 10/834,911 Aug. 08, 2003 Front suspension with three bell joints for a vehicle USA Filed 10/634,912 Aug. 08, 2003 Wakeboard Pulling Apparatus USA Filed 10/634,913 Aug. 08, 2003 Watercraft Compensation System USA Filed 10/635,451 Aug. 07, 2003 Vehicle Track Providing Enhanced Stability USA Filed 10/635,930 Aug. 07, 2003 R3R Three Wheel Vehicle and Titable Steering Column Therefo USA Filed 10/636,917 Aug. 08, 2003 Drive Sprolcat for a Tracked Vehicle USA Filed 10/637,656 Aug. 11, 2003 Modular Headlight Structure for Vehicle and a Method for Man USA Filed 10/645,843 Aug. 22, 2003 R3R An Ergonomic Arrangement for a Three Wheel Vehicle USA Filed 10/647,779 Aug. 26, 2003 An All Terrain Vehicle with Passenger Seating Configuration USA Filed 10/647,781 Aug. 26, 2003 ATV with Passenger Seating Configuration USA Filed 10/647,782 Aug. 26, 2003 ATV with Driver and Passenger Seating USA Filed 10/647,786 Aug. 26, 2003 ATV with Rear Rack USA Filed 10/647,787 Aug. 26, 2003 An All Terrain Vehicle With Driver and Passenger Footrests USA Filed 10/655,597 Sep. 06, 2003 Convection Cooled Radiator for an ATV (SC) USA Filed Oct. 20, 2003 Fuel Tank for ATV USA Filed 60/357,852 Feb. 21, 2002 Personal Watercraft Having a Removable Pedestral USA Filed 60/358,362 Feb. 22, 2002 R3R Components for a Three-Wheeled Vehicle to Permit Leaning USA Filed 80/358,364 Feb. 22, 2002 R3R Three Wheel Vehicle Having a Split Radiator and an Inter USA Filed 60/358,390 Feb. 22, 2002 R3R Frame Construction for a Three Wheel Vehicle USA Filed 60/358,397 Feb. 22, 2002 R3R Three Wheel Vehicle and Tiltable Steering Column Therefo USA Filed 60/358,398 Feb. 22, 2002 R3R Three Wheel Vehicle with a Continuously Variable Transmi USA Filed 60/358,399 Feb. 22, 2002 R3R Three Wheel Vehicle Having and Rear Suspension Therefor USA Filed 60/358,436 Feb. 22, 2002 R3R Three Wheel Vehicle and Concentric Intermediate Sprocket USA Filed 60/358,438 Feb. 22, 2002 R3R Three-Wheeled Vehicle and Fender Assembly Therefor USA Filed 60/358,737 Feb. 25, 2002 R3R Stability Parameters USA Filed 60/387,715 Mar. 28, 2002 Hybrid Personal Watercraft USA Filed 60/371,726 Apr. 12, 2002 Stator Vane and Impeller-Drive Shaft Arrangements and Person USA Filed 60/375,401 Apr. 26, 2002 Personal Watercraft having Off-Power Steering System USA Filed 60/375,715 Apr. 29, 2002 Fluid Reservoir USA Filed 60/376,842 May 02, 2002 Suspension Arm Arrangement for Straddle-Type All-Terrain Veh USA Filed 60/376,844 May Feb. 2002 Convertible Personal Watercraft (barracuda) USA Filed 60/380,291 May 15, 2002 Air Intake System for Straddle-type All Terrain Vehicle USA Filed 60/381,806 May 21, 2002 Straddle Type ATV with Mechanical Actuated Brake System USA Filed 60/382,032 May 22, 2002 Hydrostatic Motor Drive Mount USA Filed 60/382,607 May 24, 2002 Vehicle Suspension for a Seat Thereof USA Filed 60/384,174 May 31, 2002 Parking Gear Assembly For an ATV USA Filed 60/384,822 Jun. 04, 2002 ATV with Improved Driver Positioning and/or Multi Passenger USA Filed 60/391,060 Jun. 25, 2002 PWC Engine Control USA Filed 60/393,095 Jul. 03, 2002 Carburetor Heater for ATV (8C) USA Filed 60/393,114 Jul. 03, 2002 ATV with Improved Driver Positioning and/or Multi Passenger USA Filed 60/395,010 Jul. 11, 2002 Variable venturi USA Filed 60/401,012 Aug. 06, 2002 Watercraft Steering System USA Filed 60/401,013 Aug. 06, 2002 Watercraft Compensation System USA Filed 60/401,014 Aug. 06, 2002 Wakeboard Pulling Apparatus USA Filed 60/402,089 Aug. 09, 2002 Modular Headlight Structure for Vehicle and a Method For Man USA Filed 60/408,923 Aug. 30, 2002 Various Motorized Innovations USA Filed 60/407,939 Sep. 05, 2002 Convection Cooled Radiator for an ATV (SC) USA Filed 60/408,918 Sep. 09, 2002 Service Center for a Recreational Vehicle (MR) USA Filed 60/409,268 Sep. 10, 2002 Wet Suit with Removable Sleeves USA Filed 60/411,034 Sep. 17, 2002 All Terrain Vehicle and Rack Therefor USA Filed 60/412,607 Sep. 24, 2002 Straddle Type ATV with Mechanically or hydraulically Actuat USA Filed 60/416,534 Oct. 08, 2002 Level Wind Apparatus for use on a Snow Grooming vehicle USA Filed 60/418,355 Oct. 16, 2002 R3R Three Wheel Vehicle and Concentric Intermediate Sprocket USA Filed 60/419,106 Oct. 18, 2002 Fuel Tank for ATV USA Filed 60/419,995 Oct. 22, 2002 Snow Groomer Plow Assembly USA Filed 60/430,682 Dec. 04, 2002 Mobile electronic video game USA Filed 60/444,949 Feb. 05, 2003 Cvt/Rear Engine Mount USA Filed 60/444,959 Feb. 05, 2003 Articulated Drive Sprocket Member USA Filed 60/448,921 Feb. 24, 2003 R3R Three-Wheeled Vehicle Constructed According to Certain P USA Filed 60/462,498 Mar. 07, 2003 Removable And Retractable Passenger Seat For An ATV USA Filed 60/487,566 May 05, 2003 Modular Parts For An All Terrain Vehicle USA Filed 60/468,076 Jun. 08, 2003 Cover For An Object Subjected To An Airstream USA Filed 60/475,511 Jun. 04, 2003 ATV with Improved Driver Positioning and/or Multi Passenger USA Filed 60/477,359 Aug. 11, 2003 Snowmobile Cover USA Filed 60/479,469 Jun. 18, 2003 Snowmobile Pulley Cover USA Filed 60/484,288 Jul. 03, 2003 Snowmobile with a Rear Arrangement Suitable to Accept a Tran USA Filed 60/488,437 Jul. 21, 2003 Improved Snowmobile Suspension USA Filed 60/490,904 Jul. 30, 2003 Snowmobile Slide USA Filed 60/492,992 Aug. 07, 2003 Convertible Personal Watercraft USA Filed 60/493,001 Aug. 07, 2003 Adjustable Position Steering USA Filed 60/493,003 Aug. 07, 2003 Standing Surface Door For Stand-Up Personal Watercraft USA Filed 60/495,905 Aug. 22, 2003 Electronic Stability System on a Three-Wheeled Vehicle USA Filed 60/495,911 Aug. 22, 2003 Shock Absorber USA Filed 60/496,912 Aug. 22, 2003 Snow Removal Flap USA Filed TBA Dec. 05, 2003 A Methodology for the Design and Manufacture of a Family of USA Filed 60/472,733 May 23, 2003 Three Seat Snowmobile USA Filed TBA Nov. 24, 2003 Snowmobile Track Scraper USA Filed 60/409,601 Sep. 11, 2003 Onboard Communication System for a Recreational Vehicle USA Filed 60/499,455 Sep. 03, 2003 Chessis for Recreational Vehicle USA Filed 60/509,259 Oct. 06, 2003 Snowmobile Suspension Geometry USA Filed TBA Nov. 28, 2003 Modular Snowmobile Platform USA Filed 60/506,266 Oct. 06, 2003 Snowmobile Steering System USA Filed TBA Aug. 26, 2003 ATV with improved Driver Positioning USA Filed 10/847,785 Aug. 26, 2003 All Terrain with Specific Wheel Base USA Filed 10/847,780 Aug. 26, 2003 An All Terrain Vehicle with a Seat Backrest USA Filed 10/647,778 Aug. 26, 2003 An All Terrain Vehicle with Driver and Passenger Seating Con USA Filed 10/647,777 Aug. 26, 2003 ATV with Passenger Grab Handle USA Filed TBA Dec. 04, 2003 Mobile Electronic Video Game USA Filed 60/493,002 Aug. 07, 2003 Engine Cover With Air intake System For Watercraft USA Filed 10/467,451 Aug. 07, 2003 Systems and Methods for Automatic Carburetor Enrichment Durl USA Filed TBA Dec. 01, 2003 Latch USA Filed 60/496,918 Aug. 22, 2003 Modular Front Headlights for A Three-Wheeled Vehicle USA Filed 10/689,989 Oct. 22, 2003 Snow Groomer Flow Assembly USA Filed TBA Sep. 18, 2003 Kit To Transform a Tracked Vehicle To A Wheeled Vehicle USA Filed 10/564,062 Sep. 17, 2003 All Terrain Vehicle and Rack Therefor USA Filed 10/857,080 Sep. 09, 2003 Service Center for a Recreational Vehicle (MR) USA Filed 10/879,336 Oct. 08, 2003 Level Wind Apparatus for use on a Snow Grooming vehicle USA Filed TBA Nov. 25, 2003 Rear Fairing for a Snowmobile USA Filed 10/284,115 Oct. 31, 2002 Hydraulic Damping Device 

1. A snowmobile, comprising: a frame including a tunnel; an engine disposed on the frame; a drive track disposed below the tunnel and connected operatively to the engine for propulsion of the snowmobile, the drive track having a plurality of profiles disposed thereon; two skis disposed on the frame; a seat disposed on the tunnel behind the engine; and handlebars disposed on the frame forward of the seat, the handlebars being operatively connected to the skis for steering the snowmobile, wherein each profile has a height of not less than about 1¼ inches; and wherein the drive track has a length of 141 inches+/−1 inch.
 2. A snowmobile as claimed in claim 1, wherein the height of each profile is between about 1½ and 2 inches.
 3. A snowmobile as claimed in claim 1, wherein the height of each profile is between about 1¾ and 2 inches.
 4. A snowmobile as claimed in claim 1, wherein the drive track has 56 pitches+/−2 pitches in its longitudinal direction.
 5. A snowmobile as claimed in 1, wherein the ratio of length to width is not greater than 10.067+/−1.
 6. A snowmobile as claimed in claim 1, wherein the ratio of length to width is between 9.6+/−1 and about 10.067+/−1.
 7. A snowmobile, comprising:. a frame including a tunnel; an engine disposed on the frame; a drive track disposed below the tunnel and connected operatively to the engine for propulsion of the snowmobile, the drive track having a plurality of profiles disposed thereon; two skis disposed on the frame; a seat disposed on the tunnel behind the engine; and handlebars disposed on the frame forward of the seat, the handlebars being operatively connected to the skis for steering the snowmobile, wherein each profile has a height of not less than about 1¼ inches; and wherein the drive track has a length of 144 inches+/−1 inch.
 8. A snowmobile as claimed in claim 7, wherein the height of each profile is between about 1½ and 2 inches.
 9. A snowmobile as claimed in claim 7, wherein the height of each profile is between about 1¾ and 2 inches.
 10. A snowmobile as claimed in claim 7, wherein the drive track has 56 pitches+/−2 pitches in its longitudinal direction.
 11. A snowmobile as claimed in claim 7, wherein the ratio of length to width is not greater than 10.067+/−1.
 12. A snowmobile as claimed in claim 7, wherein the ratio of length to width is between 9.6+/−1 and about 10.067+/−1.
 13. A snowmobile, comprising: a frame including a tunnel; an engine disposed on the frame; a drive track disposed below the tunnel and connected operatively to the engine for propulsion of the snowmobile, the drive track having a plurality of profiles disposed thereon; two skis disposed on the frame; a seat disposed on the tunnel behind the engine; and handlebars disposed on the frame forward of the seat, the handlebars being operatively connected to the skis for steering the snowmobile, wherein each profile has a height of not less than about 1¼ inches; and wherein the drive track has a length of 151 inches+/−1 inch.
 14. A snowmobile as claimed in claim 13, wherein the height of each profile is between 1½+/−0.25 and 2+/−0.25 inches.
 15. A snowmobile as claimed in claim 13, wherein the height of each profile is between about 1¾+/−25 and 2+/−0.25 inches.
 16. A snowmobile as claimed in claim 13, wherein the drive track has 56 pitches+/−2 pitches in its longitudinal direction.
 17. A snowmobile as claimed in claim 13, wherein the ratio of length to width is not greater than 10.067+/−1.
 18. A snowmobile as claimed in claim 13, wherein the ratio of length to width is between 9.6+/−1 and about 10.067+/−1. 